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November/December 2020
AVOIDING
Controlled Flight Into Terrain
Federal Aviation 7 From the Ground Up 16 Trust, But 19 Extra Eyes in
Administration How the FAA is Verify the Sky
Keeping Controlled Take AIM to Advanced Tools
November/December 2020 1
Flight Out of Terrain Avoid Terrain For CFIT Avoidance
ABOUT THIS ISSUE ...
U.S. Department
of Transportation
Federal Aviation
Administration
ISSN: 1057-9648
FAA Safety Briefing
November/December 2020
Volume 59/Number 6
The November/December 2020 issue of FAA Safety
Briefing focuses on mitigating one of the leading causes
Elaine L. Chao Secretary of Transportation of general aviation accidents – controlled flight into
Steve Dickson Administrator terrain, or CFIT. Feature articles and departments explore
Ali Bahrami Associate Administrator for Aviation Safety the many CFIT-related resources and technological tools
Rick Domingo Executive Director, Flight Standards Service available to pilots, as well as numerous strategies, tips,
Susan K. Parson Editor and best practices that can help keep CFIT at bay.
Tom Hoffmann Managing Editor
James Williams Associate Editor / Photo Editor
Jennifer Caron Copy Editor / Quality Assurance Lead
Paul Cianciolo Associate Editor / Social Media
John Mitrione Art Director
Published six times a year, FAA Safety Briefing, formerly
FAA Aviation News, promotes aviation safety by discussing current
technical, regulatory, and procedural aspects affecting the safe Contact Information
operation and maintenance of aircraft. Although based on current The magazine is available on the internet at:
FAA policy and rule interpretations, all material is advisory or www.faa.gov/news/safety_briefing
informational in nature and should not be construed to have
regulatory effect. Certain details of accidents described herein may Comments or questions should be directed to the staff by:
have been altered to protect the privacy of those involved. • Emailing: SafetyBriefing@faa.gov
The FAA does not officially endorse any goods, services, materials, or • Writing: Editor, FAA Safety Briefing, Federal Aviation
products of manufacturers that may be referred to in an article. All Administration, AFS-850, 800 Independence Avenue, SW,
brands, product names, company names, trademarks, and service marks Washington, DC 20591
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2 FAA Safety Briefing
D E PA R T M E N T S
2 Jumpseat: an executive policy
perspective
The FAA Safety Policy Voice of Non-commercial General Aviation
3 ATIS: GA news and current events
6 Condition Inspection: a look at
specific medical conditions
26 Checklist: FAA resources and
safety reminders
27 Drone Debrief: drone safety
13
roundup
28 Nuts, Bolts, and Electrons: GA
maintenance issues
29 Angle of Attack: GA safety
strategies
30 Vertically Speaking: safety issues
for rotorcraft pilots
So Things Don’t Go Bump in the Night A voiding Terrain While Flying Night VFR
31 Flight Forum: letters from the
Safety Briefing mailbag
32 Postflight: an editor’s perspective
Inside back cover
FAA Faces: FAA employee profile
10 23
Look Up, Look Out Are We There Yet?
See and Avoid CFIT Strategies Exploring External Pressures
for VFR Pilots
From the Ground Up H ow the FAA is Keeping
7 Controlled Flight Out of Terrain
Trust, But Verify T ake AIM to Avoid Terrain
16
19 Extra Eyes in the Sky A dvanced Tools for CFIT Avoidance 19
November/December 2020 1
JUMPSEAT RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR
A “C” TO AVOID
the course being flown. Situational
awareness vanishes for a variety of
reasons. It could be navigation equip-
ment malfunctions; either known
problems that distract the pilot or
subtle issues that mislead the pilot
into misguiding the aircraft. It could
arise from limitations in human
performance (e.g., illness, fatigue,
stress) or in mechanical performance
(e.g., high density altitude, tailwinds
on approach).
Today’s aviators have the benefit of
many tools to maintain appropriate
clearance from the ground. There are
electronic warning systems, including
GPS databases and terrain aware-
ness warning systems. Technological
advances in situational awareness have
You don’t have to be in aviation at all think that CFIT accidents occur certainly reduced the number of GA
to know that “CFIT” is the acronym mostly at night, or in instrument CFIT accidents. However, the GAJSC
for “controlled flight into terrain.” The meteorological conditions (IMC). Or found that overreliance on automa-
fact that it’s a commonplace rather you might suppose that most arise tion can be a precursor to many CFIT
than just another esoteric element from the painful pattern of what acci- events. Awareness of automation lim-
in the aviation lexicon unfortunately dent reports describe as “continued itations and pilot proficiency in flying
says a lot about the prevalence of this VFR flight into IMC.” That is certainly with and without automation are key
perennial cause of aviation accidents. one cause. However, the General to safe flight.
It’s not just in GA, either; commercial Aviation Joint Steering Committee The bottom line is clear: Nothing
aviation has had its share of CFIT (GAJSC) observed that a clear major- can fully compensate for a pilot’s
accidents. The term’s notoriety also ity of the CFIT accidents in a typical failure to plan carefully in advance,
bespeaks its terrible toll: at least half of year occur in daylight, and with visual and to stay aware and alert through-
all CFIT accidents result in fatalities. conditions. out the flight. To help with that
CFIT is defined as an unintentional So again, how does CFIT happen? effort and contribute to the CFIT
collision with terrain (the ground, a How could anyone continue con- avoidance goal, the magazine team
mountain, a body of water, or an obsta- trolled flight into terrain that you can is devoting this issue of FAA Safety
cle) while an aircraft is under positive easily see and avoid? Briefing to exploring common causes
control. Most often, the pilot or crew is and various conditions in which
unaware of the looming disaster until Situational Awareness CFIT accidents occur. We’ll look at
it is too late. CFIT most commonly It seems that the most common type ways to avoid the complacency and
occurs in the approach or landing of pilot error in CFIT accidents is misplaced confidence that can con-
phase of flight. In a typical year, there the pilot’s loss of situational aware- tribute to CFIT. Finally, we’ll point
are about 40 CFIT accidents. ness — failing to know at all times to some tips and best practices to
what the aircraft’s position is, how help you stay safely in the sky until
Seeing and Not Avoiding that position relates to the altitude you make a controlled landing at
So how does such a thing happen? of the surface immediately below your intended destination.
Given this information, you might and ahead, and how both relate to
2 FAA Safety Briefing
GA NEWS AND CURRENT EVENTS ATIS
AVIATION NEWS ROUNDUP
FAA Launches New Podcast Series part of the FAA’s Next Generation gram will provide grants to academia
During the summer, the FAA Air Transportation System modern- and the aviation community to help
launched an exciting new podcast ization project. prepare a more inclusive talent pool
series titled “The Air Up There.” The single award contract, valued at of aviation maintenance technicians,
Billed as a podcast for people who approximately $292 million, includes and to inspire the next generation of
are curious about the wide world of a four-year base period and 11 one- aviation maintenance professionals.
aviation, the series covers the future year options. It calls on Leidos to In fiscal year 2020, Congress appro-
of flight, drones, and ways to make perform the critical activities required priated $5 million to create and deliver
the National Airspace System safer, to deliver E-IDS, including: program a training curriculum to address the
smarter, and more efficient. Some management, systems engineering, projected shortages of aircraft pilots
recent episodes covered the new design and development, system test and aviation maintenance technical
norms for general aviation amid the and evaluation, training, production, workers in the aviation industry.
COVID-19 public health emergency, and site implementation. Eligible groups may apply for grants
as well as an inside look at how the The system is to run on a combi- from $25,000 to $500,000. Potential
FAA’s air traffic control team is keep- nation of physical resources at more applicants are encouraged to visit the
ing our skies safe. For more informa- than 400 FAA NAS facilities and on program website at bit.ly/AvGrants.
tion, including how to subscribe, go to FAA virtualized platforms using FAA
faa.gov/podcasts. cloud services. The E-IDS provides AvGas Testing and Evaluation
FAA access to efficient configuration The FAA, fuel suppliers, and aerospace
and data management tools to meet manufacturers continue to develop
the current and evolving needs of high octane, unleaded fuel formula-
NAS stakeholders. tions. The goal of these efforts is to
identify fuel formulations that provide
FAA Announces Grants for operationally safe alternatives to 100LL
Aviation Careers (low lead). The Piston Aviation Fuels
In an effort to invest in the future Initiative (PAFI) program continues to
aviation workforce, the FAA has support the efforts of fuel producers as
announced the establishment of two they bring forth alternative, unleaded
grant programs designed for avia- fuels for testing and evaluation.
tion workforce development; one for The FAA requires the fuel pro-
pilots, and one for aviation mainte- ducers to complete the following
nance personnel. “pre-screening” tests prior to a can-
The FAA’s Aircraft Pilots Workforce didate fuel formulation entering into
Development Grant Program aims to more extensive testing through the
Leidos to Develop New Display expand the pilot workforce by helping PAFI program:
System high school students receive training 1. Successful completion of a 150
Leidos, the company that provides the to become pilots, aerospace engineers, hr. engine endurance test on a
FAA’s Flight Services, will design and or unmanned aircraft systems oper- turbocharged engine using PAFI
develop a system to provide real-time ators. The program will also prepare test protocols or other procedures
access to essential weather, aeronau- teachers to train students for jobs in coordinated with the FAA;
tical, and National Airspace System the aviation industry.
The FAA’s Aviation Maintenance 2. Successful completion of an engine
(NAS) information through a com-
Technical Workforce Development detonation screening test using
mon Enterprise-Information Display
Grant Program aims to increase inter- the PAFI test protocols or other
System (E-IDS).
est and recruit students for careers procedures coordinated with the
The scalable, cloud-ready solution
in aviation maintenance. The pro- FAA; and,
will replace five legacy systems as
November/December 2020 3
ATIS
3. Successful completion of a subset of
the material compatibility tests using
the PAFI test protocol or other pro-
cedures coordinated with the FAA.
Development and pre-screening
testing is taking place at both private
and public testing facilities across
the country. The FAA’s William J.
Hughes Technical Center is provid-
ing engine-testing services through
Cooperative Research and Develop-
ment Agreements (CRADA) with
the individual fuel companies. While
COVID-19 has delayed the comple- New FAA video highlights the risks of wrong direction intersection takeoffs.
tion of the pre-screening tests, the
tentative schedule is to re-start formal incidents involve general aviation the United States with limited English
PAFI testing in 2021. aircraft and pilots. A new FAA video proficiency and will focus on Spanish,
The FAA will provide additional (youtu.be/FET0oUgClOI) focusing the second most spoken language in
details to the public regarding the fuel on wrong direction intersection the U.S. The FAA seeks to remove
authorization process via the federal takeoffs describes the risks associated barriers for this segment of the U.S.
register as required per Public Law with them, and demonstrates various population interested in drones. The
115-254 (FAA Reauthorization Act strategies and tips that will help pilots FAA website will have basic drone
of 2018 HR 302, Section 565). The avoid these situations. Also check safety information for recreational
FAA also continues to support other out the FAA’s From the Flight Deck flyers with a selection of existing web
fuel applicants who have decided to video series on YouTube where you pages translated into Spanish.
pursue engine and airframe approvals can watch actual approach and taxi There are regulatory and legal
that would allow the use of their fuel footage from airports across the U.S. requirements for certificated pilots,
formulations via traditional certifica- Visit faa.gov/go/FromTheFlightDeck including remote pilot certificate
tion processes. For more information, for a map of all 30 locations. holders operating in accordance with
go to faa.gov/about/initiatives/avgas. the requirements of 14 CFR parts
Drone Safety for the Spanish- 61 or 107, to read, write, speak, and
New Video Helps Pilots Avoid Speaking Community understand English. There are no
Wrong Direction Takeoffs The FAA has launched a pilot program similar requirements for recreational
Wrong surface operations are a seri- to translate into Spanish select web drone flyers. The FAA will analyze the
ous and continuing issue at airports content for recreational unmanned results of this outreach effort and may
throughout the National Airspace aircraft systems (aka drone) operators. consider additional project phases in
System (NAS). The majority of these The program is expected to reach other languages in the future.
the nearly 25.6 million people living in
NOVEMBER
CFIT
Tips for avoiding controlled flight
into terrain accidents.
Fact Sheets DECEMBER
Aircraft Performance Monitoring
Learn how to improve your aircraft
performance predictions and better
Visit bit.ly/GAFactSheets for more information on these and other topics. adhere to operating limitations.
4 FAA Safety Briefing
AEROMEDICAL ADVISORY
FEDERAL AVIATION ADMINISTRATION
PRODUCTION
NOW PLAYING November/December 2020 5
CONDITION INSPECTION LEO M. HATTRUP, M.D., FAA MEDICAL OFFICER
WHEN SEEING ISN’T BELIEVING
Mitigating the Hazard of Visual Illusions
A review of aircraft mishaps quickly
reveals that visual illusions and/or AS WITH SPATIAL DISORI-
poor visibility have been factors in the
majority of aircraft accidents. ENTATION, WE ARE ALL
Unless you are actively instructing SUSCEPTIBLE TO VISUAL
or preparing for a new certificate/
rating, chances are that it has been ILLUSIONS.
a while since you last thought about
the different types of visual illusions
and the impact they have on flight approach slope indicator (VASI) or
safety. With few exceptions, these precision approach path indicator
illusions make it appear that you are (PAPI). These are typically set at a
too high/too low and too close/too 3-degree descent angle, but can be
far from the runway. When pilots preparation, as well as the use of air- greater. Even without these aids, GPS
sense they are too high or too close, craft instruments and navigation tools. can help pilots maintain a safe altitude
they tend to land short and/or hard. If you are instrument qualified, until close to the airport and provide
When illusions indicate a pilot is too maintain proficiency. If not, work with guidance on an appropriate approach
low or too far, they tend to land long an instructor to gain proficiency so you angle for a straight-in approach. A
and risk overruns. can correctly use flight instruments good rule-of-thumb for descent is 300
The illusion of being either too high and instrument approach procedures feet of altitude for each nautical mile
or too low can result from a black hole to increase situational awareness from the runway.
effect, water refraction from rain on throughout a visual approach. Title 14 In summary, visual illusions may
the windscreen, haze, narrow run- Code of Federal Regulations (14 CFR) be unavoidable, but you can mitigate
ways, upsloping terrain or runways, section 91.103 requires pilots to review the risk. No one plans to land short, to
and bright approach lights. all available information prior to land hard, or to overrun the runway,
Conversely, conditions that make flight, but consider more than just fuel, yet we still do. Know what to expect
pilots think that they are too low runways, and weather. Evaluate the before departure, maintain proficiency,
and risk landing long are caused by potential for visual illusions based on and use the tools available to you.
wide runways, down-sloping terrain runway configuration, runway lighting,
or runways, very clear air (such as at forecast weather, and terrain (black LEARN MORE
high altitude airports), and low inten- hole potential, slopes, off-airport lights,
sity lighting systems. etc.). Forewarned is forearmed. Pre-
Several FAA handbooks, including the
Many of us have experienced false serve your night vision and consider Pilots Handbook of Aeronautical Knowl-
horizons from sloping cloud decks the use of supplemental oxygen. edge, the Helicopter Flying Handbook,
or from ground lights on slopes. It’s Another good practice that can and the Instrument Flying Handbook
important to recognize that entry into help combat visual illusions is to use describe visual illusions in detail along
fog, even when the ground is visible, a flight training device or simulator with accompanying illustrations.
can induce a sensation of pitching up. to fly to your destination under a bit.ly/FAAhandbooks
The tendency to pitch down can be number of different scenarios (e.g.,
The Flight Safety Foundation (FSF) has
catastrophic if close to the ground, a changing time of day, weather, and an excellent discussion of visual illu-
tower, or building. runways). Then use the tools avail- sions in Approach and Landing Accident
As with spatial disorientation, we able at your destination. As noted, an Reduction Task Force Briefing Note 5.3
are all susceptible to visual illusions. instrument procedure can provide (skybrary.aero/bookshelf/books/812.
Illusions are the result of how we have valuable guidance, but only if you pdf) and in an article here:
learned to perceive the world around are trained and proficient in using flightsafety.org/hf/hf_nov-dec99.pdf
us. We can compensate with pre-flight it. Many airports have either a visual
6 FAA Safety Briefing
FROM THE
GROUND UP
By Tom Hoffmann
How the FAA is Keeping Controlled Flight Out of Terrain
O
n a near moonless night in November 2007, The Facts
two Civil Air Patrol pilots boarded their Cessna Let’s start by understanding what CFIT is and what it isn’t.
T182T Turbo Skylane and departed North Las According to FAA Advisory Circular (AC) 61-134, General
Vegas Airport headed southwest to Rosamond, Aviation CFIT Awareness, CFIT occurs when an airworthy
Calif. About 13 minutes into the otherwise routine flight, aircraft under the control of a qualified pilot is flown into
the aircraft impacted a near vertical rock face on the terrain (water or obstacles) due to the pilot’s inadequate
southeast side of Mount Potosi, about 1,000 feet below awareness of the impending collision. Note the qualifiers
its summit. Despite the pilots’ vast experience (over — airworthy aircraft, qualified pilot, with pilot’s lack of
53,000 hours of flight time between them), a nearly new awareness. A mechanical failure in flight or pilot’s loss of
turbocharged aircraft, and a Garmin G1000 capable of control would not be categorized as a CFIT.
displaying terrain proximity information, the crew didn’t According to 2003 AC 61-134, CFIT accidents accounted
maintain adequate terrain clearance during climb out. for about 17-percent of all GA accident fatalities at that time.
The NTSB cited rising terrain, darkness, the pilot’s loss of That rate has decreased in recent years, but not by enough.
situational awareness, and ATC failure to issue a ter- The FAA and the General Aviation Joint Steering Com-
rain-related safety alert as contributing factors. mittee (GAJSC), a joint government/industry safety effort,
This chilling account of controlled flight into terrain, have consistently ranked CFIT as a top three GA accident
or CFIT (see-fit), is all too familiar. While technological causal factor for the last two decades. A recent GAJSC
advances over the years have curtailed the rate of CFIT analysis (2011-2019) shows a total of 171 CFIT accidents (as
to some extent, it remains a persistent problem, espe- recorded at that time), placing CFIT number three on the
cially within the general aviation (GA) community. As list of accident causal factors (loss of control and powerplant
the example illustrates, there’s usually a lot to unpack with system component failures rank ahead of CFIT).
CFIT accident scenarios. Many have multiple contribut-
ing factors, but CFIT accidents typically share one com- A Team Approach
mon thread: lack of situational awareness. In this article So what causes a capable pilot in a structurally sound
you’ll learn more about what CFIT is and why it happens, airplane to have an unexpected and unwanted cumu-
along with some new strategies aimed at mitigating this lo-granitus encounter? That’s the question the GAJSC set
long-standing and often fatal problem. out to answer by chartering the CFIT Working Group
November/December 2020 7
Government and industry members of the GAJSC’s CFIT working group conducted one of their offsite meetings at Honeywell’s Aerospace Global
Headquarters in Phoenix, Ariz., where they were able to tour the company’s Boeing 757 Flying Testbed aircraft.
(WG) in 2017. This team consisted of about two dozen no different than these people did.” That personal con-
government and industry aviation experts, including rep- nection further fueled her resolve to find answers.
resentatives from the Aircraft Owners and Pilots Associ-
ation (AOPA), Experimental Aircraft Association (EAA), Onsite Insight
FAA, Honeywell, Jeppesen, National Business Aircraft The WG also benefited from on-site meetings with diverse
Association (NBAA), Piper Aircraft, Society of Aviation organizations that added key insight to the team’s find-
and Flight Educators (SAFE), and Textron Aviation. ings. They visited AOPA headquarters to gather member
Over the course of two and a half years, with meetings feedback and engaged with employees at both Honey-
every six to eight weeks, the team meticulously pored over well and Jeppesen. The WG also met at the campuses of
details from 67 CFIT accidents (from 2008-2018) using Embry-Riddle Aeronautical University in Florida and
a well-tested data analysis process. Their goal: to better the University of Alaska, seeking opportunities to discuss
understand CFIT causes and to develop suitable strategies CFIT firsthand with aeronautical students. Another meet-
to prevent them. ing at NetJets’ corporate headquarters in Columbus, Ohio,
provided critical insight into the complex and demanding
The humbling part of CFIT is that world of part 135 operations.
This up-close and personal approach was especially
it can happen to anyone, anytime, helpful with one of the biggest challenges — getting inside
and in any kind of terrain. the accident pilot’s head. Identifying the kinds of stress or
distractions a pilot experienced in the lead-up to a CFIT
“It was an exceptional experience, one that was very flight is extremely difficult and sometimes impossible.
personal and incredibly humbling,” says Kieran O’Farrell, “There’s always a part of the picture that’s hard to see,” says
acting manager of the FAA’s Specialty Aircraft Examiner Kieran. “No pilot wakes up and says today’s the day I’m
Branch and government co-chair of the CFIT WG. With going to die in an airplane. There’s always something else,
24 years of Alaska floatplane flying under her belt, Kieran whether they dialed in the wrong approach, or just thought
knows a thing or two about CFIT. “I lost 17 friends in they were somewhere else. Wishful thinking never levitates
aircraft accidents,” she says, “and 15 were due to CFIT.” an airplane over that mountain.”
After WG meetings, Kieran often found herself pondering The team worked hard at piecing all available informa-
the sobering accounts of accident scenarios. “I saw myself tion on each accident together to better understand the
in a number of these accidents,” she says, “doing things range of reasons behind each tragic outcome. In one fatal
8 FAA Safety Briefingscenario, a pilot rushing to attend a funeral was likely deal-
ing with a level of grief and “get-there-itis” that contributed
Our ultimate goal is to provide
to a lack of sound decision-making. pilots with the right tools,
education, and technology to be
Team Takeaways
situationally aware of where they
After scores of meetings and detailed discussions, the CFIT
WG sorted and ranked a series of intervention strategies are both physically and mentally
based on feasibility and effectiveness. From that list the in the airplane.
team compiled a final set of recommended Safety Enhance-
ment (SE) topics that could have the greatest impact on tionally dependent.” For Kieran and the team, this kind of
addressing and mitigating root causes of CFIT accidents. scenario reinforces the need to better develop a pilot’s crit-
The SEs addressed CFIT mitigation strategies from dif- ical thinking skills and situational awareness. That’s easier
ferent perspectives, including training and education, said than done, but they are optimistic about the initiative
policy, and technology. There is also a large human factors to overhaul the WINGS Pilot Proficiency Program to help
component that addresses external pressure to continue a with the culture shift.
flight. These more insidious factors can have a huge impact The CFIT WG also stressed the need for technology
on your decisions (or indecisions) during flight. (If you’re advances to bolster real-time situational awareness of
interested in reviewing the SEs, along with a description weather and terrain. Products like electronic flight bags
of the WG’s methodology and conclusions, you can read a (EFBs) or a digital co-pilot could warn pilots of rising
report expected to appear this fall on GAJSC.org.) terrain in three miles, or of an approach not aligned with
the runway. Augmented reality goggles could reveal terrain
“SE” for Yourself cloaked in clouds or darkness. Some of these and other
This issue of FAA Safety Briefing is largely focused on the promising and potentially game-changing technologies are
subjects of those SEs, so please read on to learn what’s already being developed for GA.
being done to combat CFIT. You’ll find information on The FAA and its GAJSC partners are committed to
some powerful and precise technological solutions making finding ways to support and develop a range of CFIT miti-
their way into the GA fleet, best practices for CFIT avoid- gation strategies. “The humbling part of CFIT is that it can
ance at night and in IMC, and remedies for treating the happen to anyone, anytime, and in any kind of terrain,”
deadly affliction of “get-there-itis.” says Kieran. The accident described at the beginning of
“Our ultimate goal is to provide pilots with the right this article reinforces the point, despite there being no
tools, education, and technology to be situationally aware shortage of pilot experience or helpful technology. Kieran
of where they are both physically and mentally in the adds that “the way to avoid it is to properly make use of
airplane,” says Kieran. “That might mean reaching out to all available tools and keep your ‘SA’ at all times.” The hard
pilots and tasking industry in different ways than we have part is conveying this advice in a way that registers. The
in the past.” The SEs are a mechanism to do just that by CFIT WG Safety Enhancements are an important step
stressing key educational points and driving innovation towards not only better understanding, but also helping
towards safer and more affordable solutions. to advance a data-driven game plan that tackles CFIT
prevention in new and more meaningful ways. The future
Thinking Outside the Box of CFIT-less skies is bright.
On a broader scale, Kieran also hopes WG efforts pro-
mote a culture shift to improving a pilot’s critical thinking Tom Hoffmann is the managing editor of FAA Safety Briefing. He is a commercial
skills. One example she often touted during WG meetings pilot and holds an A&P certificate.
was the unintentional IMC escape plan. She notes that the
180-degree turn is too narrowly focused and relies more on LEARN MORE
muscle memory than a brain-based calculation. To prove the
point, Kieran phoned a flight instructor she knew during one
FAA Advisory Circular 61-134, GA CFIT Awareness
meeting who connected her with a pilot in training to ask
bit.ly/AC61-134
about IMC escape plans. Despite his effort to explain how he
would avoid such a situation in the first place, the 180-degree CFIT Video — What More Can We Do?
turn response confirmed Kieran’s suspicion. Youtu.be/JBxg6hgbAr8
“It’s not necessarily the wrong answer, but is it the same CFIT Brochure
answer if you’re in Florida or Alaska, or if you’re in icing?” bit.ly/CFITbrochure
she asks. “Maybe it’s better to climb up out of it. It’s situa-
November/December 2020 9Look Up, Look Out
See and Avoid CFIT Strategies for VFR Pilots
By Jennifer Caron
S
o why does a VFR pilot, with positive control of a Good situational awareness begins with a good preflight
fully functioning aircraft, accidentally fly it into the risk assessment. Preflight checklists are your friends — use
ground? Or into the side of a mountain, or a body of them. The PAVE, 5P, and IMSAFE checklists will help you
water, or any obstacle? make a well-reasoned go/no-go decision and determine
Despite the fact that many pilots have enhanced cockpit your personal level of risk for any flight. Take advantage
technologies on their side, these unintentional collisions, of the various flight risk assessment tools (FRATs). FRATs
defined as controlled flight into terrain (CFIT), consistently easily integrate with charting programs, cockpit displays,
ranked as a top three general aviation (GA) accident causal and weather imagery.
factor over the last two decades. Be sure to obtain and understand a preflight weather
You would think that CFIT accidents involve inexperi- briefing, and don’t forget that webcams in some locations
enced pilots flying in dark night or instrument meteorolog- can provide a real-time look at the weather along your
ical conditions (IMC). In fact, in a typical year more than route. Check again for the return flight. While en route,
75-percent of CFIT accidents occur in daylight, and more stay tuned to the outside world — heads up, eyes out — for
than half take place in visual conditions, with either VFR or unexpected weather. Keep track of conditions behind you,
instrument-rated pilots at the helm. so you know if you can simply reverse course in a pinch.
When it comes to VFR flying, a CFIT accident does not In summary, prepare for the unexpected — have a plan for
have to happen. With proper preflight preparation and what you’ll do if you encounter less than stellar conditions.
smart decision making, you can see and avoid CFIT.
Know Your Route
Plan, Prepare, Prevail Get familiar with your route before takeoff. Review Notices
The key to combating CFIT accidents starts on the ground, to Airmen (NOTAMs) and airport layouts. With a pre-
and sound preflight planning is step one. Be proactive. Know planned mental map in mind, you’ll spend less time heads-
what you’re getting into; know where you’re going; know down and more time looking out the window to see and
your capabilities; and know your resources prior to takeoff. avoid other aircraft, terrain, and obstacles.
10 FAA Safety BriefingPilot enVironment
Aircraft External
Pressures
The four elements of the PAVE
risk assessment checklist.
Identify a pre-planned diversion or suitable landing Expect the Unexpected
areas near or along your route. For example, check the Always keep in mind that no flight is routine. Learn to
charts for an alternate airport for every 25 to 30 nautical expect the unexpected. You can’t prepare for every even-
mile segment of your route. tuality, but you can take some positive steps to know in
Review VFR charts for minimum safe altitudes, obstacles, advance what you’re capable of dealing with should you
and terrain elevations to determine safe altitudes before find yourself in an adverse situation.
your flight. Give yourself some breathing room. That means Develop a set of personal minimums and tailor them to
at least a mile from airspace and 2,000 feet vertically from your current level of training, experience, currency, and
terrain that you’re trying to avoid. Use maximum elevation proficiency. VFR weather minimums are a must, but it’s
figures (MEF) to minimize chances of an inflight collision. also a good idea to have personal minimums for wind, tur-
bulence, and operating conditions that involve things like
Photo by Abigail Keenan.
high density altitude, challenging terrain, or short runways.
Never adjust personal minimums to a lower value for
a specific flight. If you’re comfortable flying in a 10 knot
crosswind, don’t push your limit to 15 knots just to satisfy
disappointed passengers who may pressure you to complete
the flight. Remember, PIC means pilot-in-command. It
does NOT mean passenger-in-command.
Managing pressure is one of the most important steps
in flight planning and CFIT avoidance because it’s the one
thing that can cause a pilot to ignore all the other risks.
The key to managing pressure is to be ready for and accept
delays. Have a backup plan B and maybe even a C to avoid
the “I must get there” mentality — that determination to
get to your destination at all costs, regardless of the risks
that lie ahead. “Get-there-itis” has caused pilots to over-
fly en route fueling options, running short of fuel before
reaching the destination. It clouds your judgement, and
tempts you to continue a VFR flight into IMC.
If you’re flying into a remote area or unfamiliar environ- Don’t Mix VFR and IMC
ment, use Google Earth for a sneak peek at where you’re Continued VFR into IMC is an ongoing threat to GA safety
going and what type of terrain and obstacles you might and is the deadliest CFIT accident precursor, proving fatal
encounter along the route. Use a flight simulation program in most cases. Never continue a VFR flight into deterio-
or device to practice flying into the area. Many feature real- rating visibility, especially if you are not instrument rated,
istic graphics that offer a good picture of your destination. current, and proficient.
November/December 2020 11Never continue a VFR flight into
Photo by Ivo Lukacovic.
deteriorating visibility, especially
if you are not instrument rated,
current, or proficient.
Be Realistic About Aircraft Performance
You need to understand how aircraft performance is
affected by density altitude, particularly in mountainous
terrain. High density altitude, combined with a shorter or
obstructed runway and aircraft at/near gross weight, has
resulted in collisions with obstacles on takeoff. Carburetor
or induction system ice can reduce climb performance with
the same result. Tailwinds on approach or takeoff can also
See and avoid dangerous assumptions. Good visual
contribute to CFIT accidents.
meteorological conditions (VMC) on departure doesn’t
mean you’ll see the same clear air at your destination. If Give Yourself Some Extra Altitude
you’re already flying in marginal VFR weather conditions
Keep a close eye out for power lines and supporting struc-
(MVFR), consider the likelihood of encountering IMC.
tures during approach and landing. Not every tower is
Mother Nature is fickle. Weather is dynamic. Visibil-
published on aeronautical charts, and many power lines are
ity can fall from unlimited to zero very quickly. Pan-
not marked or lighted. Wire strikes are common in agricul-
el-mounted or handheld NEXRAD displays can be 15 to
tural operations, but more than half are not associated with
20 minutes behind — or more. Give a wide berth to any
aerial application flying. Most occur below 200 feet above
weather you’re trying to avoid.
ground level (AGL).
Another tip for avoiding CFIT is to always remember
Give yourself some room and a little extra altitude. Even
the priorities: Aviate, Navigate, Communicate. Your first
500 feet will keep you above 90-percent of the wires. A
task is to fly the airplane, followed by navigating to avoid
lesson from the helicopter community is to fly overhead at
impacting terrain. Talk only when you’ve got the first two
a safe altitude and check the area for towers and hazards
tasks under control.
before descending to a lower altitude.
Don’t Put All Your Eggs in the Automation Basket
It Doesn’t Have to Happen
Pilots have access to more information in the cockpit than
A CFIT accident should never happen to any pilot, espe-
ever before, which probably contributes to the reduction in
cially one who is maintaining visual contact with the ter-
CFIT accidents over the last 20 years. Technology such as
rain. Plan, prepare, and make smart decisions based solely
terrain awareness/warning systems, autopilots, ADS-B, and
on the safety of your flight.
moving map displays all help to mitigate CFIT accidents.
Problems can arise if you don’t understand the technology,
Jennifer Caron is FAA Safety Briefing’s copy editor and quality assurance lead.
or if you try to use it beyond what it’s designed to do. Get She is a certified technical writer-editor in the FAA’s Flight Standards Service.
training on how they work, keep databases current, know
how to interpret the information they provide, and under-
stand how to detect equipment malfunctions. LEARN MORE
If you fly with an autopilot, bear in mind that automa-
tion dependence can lead to complacency and degraded CFIT Brochure
hand-flying competence and confidence. Strive to balance bit.ly/CFITbrochure
use of automation with hands-on flying to keep your flight
FAA Safety Enhancement Topic: CFIT/Automation Overreliance
control skills smart and effective.
bit.ly/CFITAutomation
Keep your skills sharp between flights too. Try making
simulated flights over routes you intend to fly and consider FAA Safety Enhancement Topic: Mountain Flying
a few what-if scenarios. One caution: simulator flying is not bit.ly/2pu6UP8
adequate preparation for flights to challenging locations such FAA Safety Team Video: CFIT
as mountains, obstructed short runways, and high density Youtu.be/yERx9Wx-itM
altitude environments. For those, consult a flight instructor
who knows the area well.
12 FAA Safety BriefingSo Things Don’t Go
Bump in the Night
Avoiding Terrain While Flying Night VFR
By Paul Cianciolo
“T
hey had been flying for a half-hour when John The flight instructor in this story did not survive; the
Hicks noticed that the Cessna’s airspeed had learner did. He was also my soon-to-be flight instructor,
dipped, so he mentioned it to the flight instruc- who was a friend and fellow auxiliary airman. Don’t think
tor. His teacher, sitting next to him in the cramped cockpit, this can’t happen to you. With nearly 6,000 flight hours;
pushed in the throttle, accelerating the aircraft with such an airline transport pilot certificate for airplane single-en-
gine land, multiengine land, and helicopter ratings; a
power that Hicks’ head was rocked back. It was then that
commercial pilot certificate for airplane single-engine
he lifted his eyes, peered out the windshield and saw what
sea, airplane multiengine sea, and glider ratings; a flight
was directly before them in the darkness enveloping the instructor certificate for airplane single-engine, mul-
George Washington National Forest: a mountain. tiengine, and instrument, and glider; and a first-class
At more than 120 mph, the 2,500-pound plane sliced medical certificate, the instructor still missed something
through a cluster of Appalachian hardwoods in a remote as large as a mountain while flying under visual flight
corner of northwestern Virginia. The tip of the left wing rules (VFR) on a clear night.
snapped off and the right wing struck a tree so hard that it The NTSB determined that the probable cause of this
streaked the trunk with red paint. Hicks heard metal rip, accident was “the flight instructor’s decision to conduct
glass shatter, tree limbs break, the engine scream. And yet a night training flight in mountainous terrain without
the Cessna 172, he realized, hadn’t stopped moving.” conducting or allowing the student to conduct appropriate
preflight planning and his lack of situational awareness of
This excerpt is from a 2016 narrative by John Woodrow the surrounding terrain altitude, which resulted in con-
Cox, an enterprise reporter at The Washington Post. It’s an trolled flight into terrain.”
all-too-common example of controlled flight into terrain
Off by 300 Feet
— or CFIT as we call it, which is third on the list of causal
factors of general aviation fatal accidents. Most pilots involved in CFIT accidents are not instru-
ment-rated, so we’ll start by going back to basics. Avoiding
terrain at night is easier if you use the altitudes shown on
NTSB Photo.
VFR charts as part of your preflight planning.
Review the maximum elevation figures (MEF) shown
in quadrangles bounded by ticked lines of latitude and
longitude and represented in thousands and hundreds of
feet above mean sea level (MSL). MEFs are determined by
rounding the highest known elevation in the quadrangle,
including terrain and obstructions (trees, towers, antennas,
etc.) up to the next 100 foot level. These altitudes are then
adjusted upward between 100 to 300 feet. Pilots should be
aware that while the MEF is based on the best information
available, the figures are not verified by actual field surveys.
November/December 2020 13If you need a refresher on chart symbology or the
depiction of information and/or symbols on visual chart-
CFIT is a situation that occurs when
ing products, download the FAA Aeronautical Chart Users’ a properly functioning aircraft
Guide at bit.ly/FAAChartGuide. is flown under the control of a
In the case described earlier, the flight instructor, who qualified pilot into terrain (water
was instrument rated, was conducting a demonstration of
the autopilot with an altitude hold set for 3,000 feet. The or obstacles) with inadequate
airplane impacted the side of the mountain at 3,100 feet awareness on the part of the pilot
MSL, which was approximately 300 feet below the top of of the impending collision.
the ridgeline. A review of the intended flight path on the
sectional chart would have provided a better baseline alti-
tude for the autopilot hold. and accuracy. However, you must be keenly aware of an
automation system’s capabilities and limitations. That means
Automation Bias understanding when your system is operating normally, and
Another key precursor for CFIT is a pilot’s overreliance when a failure requires you to step in and fly manually.
on automation. This can lead to pilot complacency and Many GA autopilots also lack the ability to integrate
degraded hand-flying competence and confidence. That’s aircraft position and terrain information, which was part
why this is a safety enhancement topic identified by the of the issue that led to the accident in the example. The
General Aviation Joint Steering Committee (GAJSC). aircraft that was originally scheduled for use in this training
Automation is by no means a bad thing; today’s autopilots flight was equipped with a Garmin G1000 glass cockpit
with associated navigation equipment can greatly reduce with terrain awareness capability. However, a last minute
cockpit workload and help pilots fly with greater precision change in aircraft to an old-school cockpit eliminated the
technology the instructor may have counted on using.
Transition training, also a safety enhancement topic
identified by the GAJSC, is important whenever you’re
operating an unfamiliar aircraft or avionics system. This
includes stepping from a glass cockpit with all the bells and
whistles to traditional analog dials and gauges.
Perils of Perception
Another nighttime peril is vulnerability to any of the many
kinds of illusions. Especially at night, the flight environ-
ment creates sensory conflicts that make it difficult to
determine spatial orientation. Statistics show that approx-
imately 10-percent of all GA accidents can be attributed to
spatial disorientation.
Another illusion is the black hole effect, which occurs
when you land from over water or non-lighted terrain
and runway lights are the only source of light. Without
peripheral visual cues to help, it is challenging to maintain
orientation. Any downsloping or upsloping terrain will
make the runway seem out of position. Bright runway and
approach lighting systems with few lights illuminating the
surrounding terrain may create the illusion of less distance
to the runway. If you believe this illusion, you may lower
the slope of your approach and impact terrain before
reaching the runway.
You can prevent illusions of motion and position by
maintaining a reliable visual reference to fixed points on the
ground or, when the ground is not visible, to flight instru-
In this chart quadrant example, the maximum elevation figure (MEF) circled in red
represents 4,600 feet above mean sea level (MSL). The obstacle circled in green ments. At night, your outside visual references on the ground
represents a man-made obstruction 1,844 feet MSL and 308 feet above ground may cause illusions when you see those references from
level (AGL). In extremely congested areas, the FAA typically omits the AGL values to different altitudes.
avoid confusion.
14 FAA Safety BriefingTips for Avoiding CFIT
Image courtesy of Garmin.
An NTSB safety alert about CFIT in visual conditions
explains that nighttime visual flight operations are resulting
in avoidable accidents. They give the following tips to avoid
becoming involved in a similar accident:
• CFIT accidents are best avoided through proper pre-
flight planning.
• Terrain familiarization is critical to safe visual operations
at night. Use sectional charts or other topographic refer-
ences to ensure that your altitude will safely clear terrain
and obstructions all along your route.
• In remote areas, especially in overcast or moonless condi-
tions, be aware that darkness may render visual avoidance
of high terrain nearly impossible and that the absence of
ground lights may result in loss of horizon reference.
This synthetic vision view shows the terrain in 3D with red shading where the
• When planning a nighttime VFR flight, follow IFR prac- terrain is above the current altitude of the airplane and risk of impact is imminent.
tices such as climbing on a known safe course until well The yellow shading indicates a risk of collision. The use of enhanced vision systems
is another safety enhancement topic identified by the GAJSC.
above surrounding terrain. Choose a cruising altitude
that provides terrain separation similar to IFR flights
(2,000 feet AGL in mountainous areas and 1,000 feet enhancement topic identified by the GAJSC. Every pilot
AGL in other areas). needs to prepare for the unexpected.
Accidents can happen quickly so being prepared is key.
• When receiving radar services, do not depend on
Three factors will impact your ability to survive: knowl-
air traffic controllers to warn you of terrain hazards.
edge, discipline, and planning. Don’t panic. Calm, thought-
Although controllers will try to warn pilots if they
ful action is what will help you survive the time until you’re
notice a hazardous situation, they may not always be
rescued. Most importantly, have the will to survive!
able to recognize that a particular VFR aircraft is dan-
The survivor of this accident could not access a cell
gerously close to terrain.
phone nor did he have a working handheld radio. Though
• When issued a heading along with an instruction to the emergency locator beacon (ELT) was pinging, it was
“maintain VFR,” be aware that the heading may not an older 121.5 MHz ELT. Aircraft reported hearing an
provide adequate terrain clearance. If you have any doubt automated distress tone just after sunset on a cold Saturday
about your ability to visually avoid terrain and obstacles, night, but nobody started looking until family members
advise air traffic control (ATC) immediately and take reported an overdue aircraft the next morning.
action to reach a safe altitude if necessary. It is not required by regulation, but you still might con-
• ATC radar software can provide limited prediction and sider upgrading to a 406 ELT for added safety and a quicker
warning of terrain hazards, but the warning system is response time.
configured to protect IFR flights and is normally sup-
pressed for VFR aircraft. Controllers can activate the Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing.
warning system for VFR flights upon pilot request, but it He is a U.S. Air Force veteran, and an auxiliary airman with Civil Air Patrol.
may produce numerous false alarms for aircraft operat-
ing below the minimum instrument altitude — especially LEARN MORE
in en route center airspace.
• For improved night vision, the FAA recommends the use NTSB Safety Alert – CFIT in Visual Conditions
of supplemental oxygen for flights above 5,000 feet. ntsb.gov/safety/safety-alerts/Documents/SA_013.pdf
• If you fly at night, especially in remote or unlit areas, FAA Advisory Circular 61-134, GA CFIT Awareness
consider whether a GPS-based terrain awareness unit bit.ly/AC61-134
would improve your safety of flight.
For more about flying at night, check out our Nov/Dec 2015
N.I.G.H.T. issue of FAA Safety Briefing
Hindsight is 20/20
bit.ly/FAASB-Arc
One more fact about the accident described here is that
there was a survivor. Survival itself is another safety
November/December 2020 15By Susan K. Parson
Trust, but Verify
Take AIM to Avoid Terrain
Y
ou are an instrument-rated Limit, Route, Altitude, Frequency, Transpon-
pilot, preparing to fly an instru- der Code) format and you copy it down.
ment-equipped airplane on a day You note a couple of instructions that differ
when instrument meteorological from the IFR clearance you would get at a tow-
conditions (IMC) require the use of both. You ered airport. You know the “hold for release”
are flying from a non-towered airport, and drill, because of course you can’t launch into
weather conditions won’t allow departing IMC until air traffic control (ATC) ensures that
under VFR. No problem. You find the right you will have the required separation from
frequency or phone number and call clear- other IFR traffic. The other phrase, issued just
ance delivery. The controller rattles off a before the controller reads your route clear-
clearance in the familiar C-R-A-F-T (Clearance ance, is “upon reaching controlled airspace ....”
16 FAA Safety BriefingOh, Say Can You See?
ODPs provide obstruction
Before you do anything else, you need to verify that you
can depart the non-towered field and climb to the altitude clearance via the least onerous
where controlled airspace begins without hitting anything route from the terminal area to the
in your path. Hopefully you took that into account during appropriate en route structure.
preflight planning but avoiding a departure controlled
flight into terrain (CFIT) accident requires one last review
of your surroundings and your game plan. When I lived If Not, Use the ODP!
on the East Coast, I sometimes flew to a non-towered Here’s where having a solid command of the Aeronauti-
airport in the North Carolina foothills. The typical first fix cal Information Manual’s (AIM) section on Instrument
in an IFR clearance was to a VOR that sat atop a nearby Departure Procedures (see AIM 5-2-9) is not just handy,
mountain. It was on me, as pilot in command, to avoid but essential. Please read this entire section of the AIM
any terrain or other obstacles located along the immediate carefully, but here are a few high points.
departure path. Depending on the runway in use and climb Departure Procedures (DPs) exist to provide obstacle
gradient, a simple straight-out departure to that mountain- clearance protection information to pilots. They come in
top fix might not work out so well. So, what to do? two basic flavors. The one you might best remember is the
Standard Instrument Departures (SIDs) Obstacle Departure Procedures (ODPs)
Recommended [emphasis added] for
obstruction clearance; does not have to be
requested or assigned and may be flown
ATC clearance must be received prior to without ATC clearance.
ATC Clearance
flying a SID. You might wish to include plans to use the
ODP in flight plan remarks and/or advise ATC
of your intent to use the ODP when obtaining
clearance and/or IFR release.
SIDs are ATC procedures to provide obstruction
clearance and a transition from the terminal
area to the appropriate en route structure. ODPs provide obstruction clearance via the
Basic Purpose least onerous route from the terminal area to
SIDs are primarily designed for system the appropriate en route structure.
enhancement and to reduce pilot/controller
workload.
ODPs can be textural or graphic. The
procedure title for graphic ODPs includes
Depiction SIDs are always printed graphically. (OBSTACLE). An ODP developed solely for
obstacle avoidance has a “T” on IAP charts
and DP charts for that airport.
Performance All DPs assume normal aircraft performance.
Unless specified otherwise, required obstacle clearance for DPs assumes:
— Crossing the runway departure end at least 35 feet above the departure end of runway
Required elevation.
Obstacle — Climbing to 400 feet above the departure end of runway elevation before making the initial
Clearance turn.
— Maintaining a minimum climb gradient of 200 feet per nautical mile (FPNM) until reaching
minimum IFR altitude (MIA), unless a crossing restriction requires the pilot to level off.
If ATC vectors an aircraft off a previously assigned DP, ATC assumes responsibility for terrain
Vectors
and obstruction clearance (minimum 200 FPNM climb gradient is assumed).
Table 1: Key differences between Standard Instrument Departures (SIDs) and Obstacle Departure Procedures (ODPs).
November/December 2020 17DPs of a Different Sort
The AIM section on DPs also includes information on
DVAs — Diverse Vector Areas — and VCOAs (Visual
Climb Over Airport). In brief, a DVA is an area in which
ATC may provide random radar vectors during an unin-
terrupted climb from the departure runway until above the
Minimum Vectoring Altitude or Minimum IFR Altitude
(MIA). The DVA provides obstacle and terrain avoidance
in lieu of using an ODP or SID.
A VCOA procedure is a departure option for an IFR
aircraft to visually conduct climbing turns over the
airport to the published “climb-to” altitude from which
to proceed with the instrument portion of the departure.
Pilots must advise ATC of the intent to fly the VCOA
option prior to departure.
Careful planning is the key to
avoiding CFIT during IFR flight,
especially during IMC operations.
Standard Instrument Departure (SID), used at busier tow- Don’t Miss on the Missed Approach
ered airports to increase efficiency and reduce communi- The missed approach procedure (MAP) poses another
cations needs and departure delays. While SIDs might have CFIT hazard. It is one of the most challenging maneuvers
an obstacle clearance function, it is entirely possible for a a pilot can face, especially when operating alone (single
SID to exist only for ATC purposes. Either way, ATC will pilot) in IMC. Safely executing the MAP requires a precise
explicitly include a SID as part of your clearance. and disciplined transition that involves not only aeronau-
That’s not the case for Obstacle Departure Procedures tical knowledge and skill — the natural areas of focus in
(ODPs), which are published for the purpose the very name most training programs — but also a crucial psychological
expresses. There are several important things to know about shift. There is little room for error on instrument missed
ODPs, and it’s no exaggeration to say that your safety and approach procedures, and a pilot who hesitates due to defi-
your life could depend on having that knowledge. Table 1 cits in procedural knowledge, aircraft control, or mindset
(derived from the text of AIM 5-2-9) is intended to help you can quickly become a CFIT statistic. Carefully study the
see some of the key differences more clearly. MAP as part of your approach briefing, and don’t deviate
from the published altitudes and headings.
See the Big Picture
Careful planning is the key to avoiding CFIT during IFR
flight, especially during IMC operations. Before you even
get to the airplane, you need to: (1) identify terrain and
obstacles on or in the vicinity of the departure airport;
(2) determine whether an ODP is available; (3) determine
whether obstacle avoidance can be maintained visually
or if the ODP should be flown; (4) consider the effect of
degraded climb performance and the actions to take in the
event of an engine loss during the departure; and (5) check
the Terminal Procedures Publication for Takeoff Obstacle
Notes. You’ll be glad you did.
Susan K. Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a
Special Assistant in the FAA’s Flight Standards Service. She is a general aviation
pilot and flight instructor.
18 FAA Safety BriefingYou can also read
